Car-fender.



J. MYLOTT.

GAR FENDER.

APPLICATION FILED AUG.26. 1909.

943,635. Patented Dec. 14,1909.

3 SHEETS-SHEET 1.

Min esses I Jizuezzibrx J. MYLOTT.

CAR FENDER.

APPLICATION FILED AUG. 26. 1909.

Patented Dec. 14, 1909.

3 SHEETS-SHEET 2.

il/v'inesses:

H632 W, W.

J. MYLOTT.

GAB. FENDER.

APPLIUATION FILED AUG. 26. 1909.

943,635. Patented Dec. 14, 1909.

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JOHN MIYLOTT, OF NORTH ANDOVER, MASSACHUSETTS, ASSIGNOR 0F ONE-HALF TOGEORGE 1V. PRATT, OF HAVERHILL, MASSACHUSETTS.

OAR-FENDER.

Specification of Letters Patent.

Patented Dec. Mt, 1909.

Continuation of app1ication Serial No. 487,542, filed April 2, 1909.This application filed August 26, 1909. Serial No. 514,710.

To all whom it may concern:

Be it known that 1, JOHN MYLo'rr, of North Andover, county of Essex,State of Massachusetts, have invented an Improvement in Gar-Fenders, ofwhich the following is a specification.

This invention relates to certain improvements in car fenders, andparticularly those of the character in which the fender is adapted to belowered from its normal position, so that the front end thereof will beheld in close proximity to the ground, to prevent the passage of abody.beneath the fender.

One of the types of car fenders in very general use is the type offender which is practically flat and is held in an approximatelyhorizontal position in guideways rig idly mounted at opposite ends ofthe car, so that the fender may be pushed back beneath the floor of thecar, when not in use, and may be drawn out, so that it extends for aconsiderable distance in front of the car when it is to be used.

The object of my invention is to provide a simple form of fender whichmay be manufactured at an expense but slightly, if any, in excess ofthat of the ordinary fixed sliding fender, and which may be quicklylowcred when desired, and may also be pushed back beneath the car whennot in use.

A further object of my invention is to provide means whereby theordinary fiat, stationary fenders, above referred to, may be convertedinto dropping fenders at small expense without in any way detractingfrom their previously possessed advantages.

A further object of my invention is to provide a form of fender whichmay be almost instantly lowered in case of emergency and which isprovided with a simple means for holding the same in raised position andfor quickly releasing it and which enables the motorman to reset itwithout leaving the car.

I accomplish these objects by the means shown in the accompanyingdrawing, in which,

Figure l is a side elevation, partly in section, of a car fender and itssupporting apparatus, made according to my invention and showing thefender in raised or normal position and drawn out in position for use.

Fig. 2 is a similar view showing the fender in lowered position. Fig. 3is a front elevation, and Fig. i is a plan view thereof. Fig. 5 is aview, similar to Fig. 1, showing the fender pushed back beneath the car.Fig. 6 is a similar view showing a modified form of my invention, andFig. 7 is a detail plan view of a releasing latch which may be used inthis connection.

In the drawing 64 indicates one end of a car to which the apparatus isapplied.

The fender comprises a fender-apron b, which is shown as consisting of ametal frame and lattice, and a holder, in which said apron is slidablymounted, said holder consisting of a rectangular-shaped frame composedof a pair of guideways or bars 0, 0, connected by a pair of cross-bars(Z, d and which are secured to the outer sides and extend thereover atthe front and rear ends thereof respectively, said cross-bars beingthereby so arranged that the apron may be slid back in said guideways,so that its front end does not project beyond the end of the car. Theapron b is provided with rearwardly extending supporting arms 6, whichextend to the rear ends of the guide-ways 0 when the apron is drawn outin its normal position.

The mere provision of a fender apron which is mounted toslide inguide-ways forms no part of my invention and, for some of the purposesthereof, the fender apron and its holder may be considered as oneconstruction permanently secured together, but the provision of meanswhereby such a fender, and its support is converted into a droppingfender, at small expense, and without in any way detracting from theadvantages which it previously possessed, is an important feature of myinvention.

The cross-bar (Z, which is secured to the guide-ways 0 adjacent thefront ends thereof, or which is located a short distance in the rear ofthe middle portion of the holder and fender apron, when considered asone, and when the fender apron is drawn out, is pivotally suspended froma pair of depending brackets, e, which are rigidly secured to the underside of the floor of the car, preferably through an intermediate crossbar f, which is rigidly mounted on the front sides of said brackets attheir lower ends, by

means of two pairs of interlocked eye bolts 9, h, the eyes of the boltsg, in the upper bar f, being arranged in a plane extendinglongitudinally of the car and the eye bolts h, in bar 03, being arrangedin a plane at right angles thereto, so that a somewhat loose pivotalconnection is provided between the bars (Z and f, which permits thefender apron to swing nearly vertically at its front end and slightlyrearwardly, as it is lowered, about an axis parallel to, andapproximately midway between the bars cl and f. \Vhen the apron b isdrawn out, as shown in Fig. l, the portion thereof in front of the axiswill overbalance the frame or holder, and the portion of the apron inthe rear of said axis, to a considerable extent.

A lever 2' is pivotally mounted at its rear end on a bracket j, which issecured to the under side of the floor of the car adjacent the rear endof the platform, and said lever is connected by a pivot is, at adistance in the rear of its front end, to a bracket Z, mounted on theupper side of the cross-bar cl, the aperture in lever 2', through whichpivot passes, being sufficiently elongated to permit enough lost motionto enable the fender to swing freely at the points at which it issuspended. A vertically disposed looking bar 272, having a handle m atits upper end, is connected at its lower end, by a pivot 12, to thefront end of the lever 2', said bar extending through a slot (2 formedin the car floor. A pair of lugs 0, 0 are connected to the bar 222,adjacent the middle portion thereof, said lugs being rounded or beveledon their opposite edges, and formed perpendicular to the bar at theiradjacent edges, so that the lower lug 0, forms an upwardly facingshoulder, adapted, to engage the under side of a slotted plate 7), whichis secured on the floor of the car with its slot in register with theslot (2, and through which the bar 222 passes. The slot p is somewhatshorter than the slot (2 so that the rear portion of the plate projectsover the slot (2 to an extent sufficient to provide an abutment adaptedto enter the space or notch between said lugs 0, 0, so as to hold saidbar from longitudinal movement in either direction, when in engagementtherewith. The arrangement is such that the fender will be held in itsraised, or a nearly horizontal position, when said lug 0 is inengagement with the under side of plate 2).

A coil spring is connected at one end to the under side of the floor ofthe car and at its other end to the lever 2', between the pivots is and22, so that said spring constantly tends to swing the front end of thelever 2 upwardly, when under tension, and therefore to lower the frontend of the fender. A spring t is mounted at its upper end on a bracket22, which is integral with, and projects vertically from the front edge,

or opposite side of the bar m from the lugs 0, 0, said spring actingnormally to press the rear edge of the bar against the projecting edgeof the plate p, to prevent said bar from becoming disengaged therefrom.-

Vith the above described construction, when the parts are in theposition of Fig. 1, if it is desired to lower the fender, it is merelynecessary for the motorman to kick forwardly with his foot against thebar 222, so that the bar is swung forwardly and the lower lug 0 isthrown out of engagement with the under side of the plate p, therebypermitting the fender to swing downwardly, at its front end, so that itsfront edge is close to the ground, the parts being thereby moved to theposition of Fig. 2, and being actuated to move quickly to this position,by the weight of the fender and force of the springs s. The arrangementis such, that when the fender is lowered, its front end will swingnearly vertically and slightly rearwardly downward, and thus away froman object which might be engaged, and will thus be moved to the groundin practically the shortest possible time.

The motion which the motorman makes to release the fender is one whichcan be made more quickly than any other motion with the foot or leg :forexample, it may be fully accomplished while the foot is being moved intoposition to depress a rod or push button, as the motion of the foot inkicking forward the bar m, is all in one direction.

hen it is desired to reset the fender in the normal position, it ismerely necessary to press down on the handle 212/, until the notchbetween the lugs, 0, 0 is opposite the plate p, so that the bar may beswung back and its lug 0 be engaged with the under side of the plate 29.The upper lug 0 prevents swinging movement of the fender which might becaused by the up and down swinging of the car at its ends.

It will be noted that, as the holder 0 is suspended from the fixedbrackets 6, movement of the holder longitudinally of the car orhorizontal movement thereof, is at all times prevented, and, as the barm normally locks the holder in a horizontal position, it will beapparent that the guide-ways of the holder, in which the fender apron isslidably supported, will be normally held as if they were fixed withrelation to the car, so that the apron may be slid back and forth as ifsaid guide-ways actually were so fixed, and without in any waydisturbing the raising and lowering means. That is, unless occasionrequires that the fender be lowered, it will be supported as if nolowering mechanism were present.

While the weight of the fender would be sufiicient to move the parts tothe lowered position without the aid of spring .9, yet, without thisspring, this movement might be Cir too slow, while with itthe action isalmost I instantaneous. The spring 3 acts to hold the lug 0 firmly in anengagement with the plate p, so that the retaining spring t, whiledesirable as a matter of precaution, is not wholly necessary. Saidspring 8, moreover, performs a further advantageous function when thefender apron is pushed back in the holder, as shown in Fig. 5, in whichposition the weight is, to a great extent, transferred to the rear ofthe axis on which the fender swings, for the reason that it still actsto hold the lug 0 in firm engagement with the plate 2), so that theparts are at all times as rigidly held, except when the bar at isintentionally swung forward to release the fender, as if the fenderguide-ways were permanently fixed.

The lever 2' enables the pivotal connection of the bar at with thefender to be carried forward close to the point at which the fender ispivotally suspended, so that said bar may be held in an approximatelyvertical position and may be moved nearly vertically as the fender israised and lowered, that is, the bar is moved nearly straight up whenthe fender is lowered and when the fender is raised or reset, the forceexerted on the bar is directly downward. The mechanical advantagesecured by this lever arrangement also enables the fender to be re setmuch more easily than if the bar onwere directlv connected to thefender.

In Figs. 6 and 7, I show a modified, but less desirable form of myinvention, in which a locking bar m corresponding to bar at, is rigidlyconnected to a cross-bar (Z corresponding to the crossbar d beforereferred to, and which is attached to the fender guide-ways 0. Said barextends upwardly through an opening in the car floor, and is preferablycurved on a radius having as its center the axis on which the fender andits guide-ways are pivotally suspended, as before described. Aspring-pressed latch '0 is pivoted at 0) on the car floor and is adaptedto engage a notch 1725, in bar m to hold the fender in horizontalposition, said latch being extended beneath the clip to, so as toprevent the same from being swung upwardly. A spring 3 is directlyconnected to the guide-ways 0 by a cross-bar 00 secured thereto. Theconstruction is otherwise substantially the same as that alreadydescribed,

The operation will be obvious. When it is desired to lower the fender,the latch v is simply swung forward so that it is disengaged from thebar mthereby permitting the parts to move to a posit-ion corre spondingto the dotted position of Fig. 6. The fender is reset by pushing down onthe bar m and reengaging latch 12 therewith.

This application is a continuation of my application filed April 2,1909, Serial No. 4875 i2, and now abandoned.

Having thus described my invention, what 3 I claim as new and desire tosecure by Letters Fatent is 1. In combination with the car body, aholder pivotally suspended, at its front end, from said body to swingabout a fixed axis, a fender apron slidably mounted on said holder, alocking device connected to said holder, in the rear of its pivot, forholding the apron in raised position, and means permitting the releaseof said locking device to permit the apron to be lowered, substantiallyas described.

2. In combination with a car body, a holder pivotally connected theretoto swing about a fixed axis, a spring normally acting on said holder tomove the same from raised to lowered position, a fender apron slidablymounted on said holder, a locking-device connected to said holder andadapted to engage the body to hold the apron in raised position, andmeans permitting disengagement of said locking device and the body topermit the apron to be lowered, substantially as described.

8. In combination with a car body, a fixed bracket depending therefrom,a holder pivotally suspended from said bracket and held thereby frommovement longitudinally of the body, a fender apron slidably mounted insaid holder, a spring normally acting to move said apron and holder fromraised to lowered position, a locking device connected to said holderand having means for engaging said body to hold said apron and hnlder inraised position and to permit the apron to be slid in the holder betweenits operative and inoperative positions, and means permittingdisengagement of said body and said locking device to permit movement ofthe apron to lowered position, substantially as described.

at. In combination with a car body, a fender holder comprising a pair ofguideways, a pair of cross bars rigidly connected to said guideways atdifferent longitudinal point-s, means for pivotally connecting one ofsaid cross bars to the body, a locking device connected to the othercross bar and having means for engaging the body to lock the holder inraised position, and means permitting disengagement of said locking delvice and said body to permit said holder to be moved to loweredposition, substantially as described.

5. In combination with a car body, a fender holder comprising a pair ofguideways, a pair of cross bars rigidly connected to said guideways atdifferent longitudinal points and extending above said guideways topermit a fender apron to he slid thereon beneath said cross bars, meansat the uppeside of one of said cross bars for pivotally I connecting thesame to the body, and a locking device disposed above the other crossbarand connected thereto at an intermediate point, said locking devicebeing adapted to extend through the car body and having means permittingengagement with, and disengagement from said body to lock and releasethe holder, substantially as described.

6. In combination with a car-body, a stationary support beneath thebody, a holder pivotally suspended from said support, and

having a fender apron slidably mounted therein and projecting forwardlytherefrom, when in position of use, said holder and apron being normallyactuated to swing about the pivotal axis thereof, so as to move thefront end of the apron downward, a locking-bar pivotally connected tothe holder in the rear of its pivot and extending upwardly through thecar-body, means on the body for engaging said bar to hold the apron inraised position, and means permitting swinging movement of the bar todisengage the same from the body and permit the apron to swing tolowered position, substantially as described.

7. In combination with a car-body, a fender pivotally suspended at anintermediate point, from said body, and normally actuated to swing itsfront end downwardly, a locking bar connected to the rear end of saidfender and disposed to extend upwardly through the car-body, engagingmeans for said bar on said body for holding said fender in raisedposition, and means permitting disengagement of said bar and said bodyto permit the fender to be lowered, substantially as described.

8. In combination with a car-body, a fender pivotally supported beneaththe body, normally actuated to swing its front end downwardly, andhaving a portion thereof extending in the rear of its pivotal axis, alocking bar pivotally connected to the rear end of said portion andextending upwardly through the body, means on the body for engaging saidbar to hold the same from upward movement and normally to hold thefender in raised position, and means permitting disengagement of saidbar and body to permit the bar to be raised and the fender to belowered, substantially as described.

9. In combination with a car-body, a fender pivotally supported thereon,and nor mally actuated to swing from raised to lowered position, alocking bar pivotally connected to the fender at one side of the pivotalsupport thereof, and having means for engaging the body to hold thefender in raised position, and means permitting said bar to be swung onits pivot to release the fender and to be moved longitudinally to permitthe fender to be lowered or raised, substantially as described.

10. In combination with a car-body having a fender pivotally connectedthereto and normally actuated at an intermediate point to move fromraised to lowered position, a locking bar pivotally connected, at itslower end, to the fender, at one side of the pivotal connection thereofwith the body, a handle at the upper end of said bar, an abutment 011the car-body for engaging said bar to hold the fender in raisedposition, and means permitting disengagement of said abutment and saidbar to release the fender, said bar being longitudinally and verticallymovable in one direction, as the fender is lowered, and in the oppositedirection to raise and re set the fender, substantially as described.

11. In combination with a car-body, a fender pivotally suspended at anintermediate point thereof beneath the body and normally actuated toswing its front end downwardly, an abutment on the body, and a lockingbar pivotally connected to the fender in the rear of its pivot andextending upwardly therefrom above the floor level of the car and havinga handle at its upper end, said bar having an upwardly facing shoulderdisposed to engage said abutment to hold the fender in raised position,and being athtpted to be swung forwardly to disengage said shoulder andabutment and to be raised longitudinally to permit the fender to belowered, substantially as described.

12. In combination with a car-body, a fender pivoted thereto at anintermediate point, and normally actuated to move from raised to loweredposition, a lever pivotally mounted at one end, in the rear of thefender, extending forwardly thereover and having a pivotal connection atan intermediate point with the rear portion of the fender, an abutmenton the car-body above the fender, a locking bar connected to the frontend of said lever, extending upwardly therefrom and having an upwardlyfacing shoulder disposed to engage said abutment to hold the fender inraised position, and means permitting disengagement of said bar and saidabutment to permit the fender to be lowered, substantially as described.

13. In combination with a car-body, a fender pivoted thereto at anintermediate point and normally actuated to move from raised to loweredposition, a lever pivotally mounted at one end, in the rear of thefender, extending forwardly thereover and having a pivotal connection atan intermediate point with the rear portion of the fender, an abutmenton the car-body above the fender, a locking bar pivotally connected tothe front end of said lever, extending vertically upward therefrom andhaving an upwardly facing shoulder disposed to engage said abutment tohold the fender in raised position, and means permitting said bar to beswung forwardly to disengage it from said abutment and to be movedlongitudinally, to permit the fender to be lowered, substantially asdescribed.

14. In combination with a car-body, a tender pivotally suspended, at anintermediate point, from said body, a spring for moving the tender toits lowered position, a locking bar connected to said fender, in therear of its pivot, and adapted to engage the and having a tender apronslidably mounted thereon, a spring disposed to engage the holder and tomove the apron to lowered position, a locking device disposed to engagesaid holder to hold the apron in raised position, and means permittingrelease of said holder by said locking device, to permit the apron to bemoved to its lowered position, substantially as described.

16. In combination with a car-body, a holder pivotally suspended fromsaid body and having a tender apron slidably mounted thereon, a springdisposed to engage the holder and to move the apron to lowered position,a locking bar connected to said holder and disposed to engage the bodyto hold the apron in raised position, and means permitting disengagementof the bar and the body to permit the apron to be lowered, substantiallyas described.

In testimony whereof, I have signed my name to this specification, inthe presence of two subscribing witnesses.

JOHN MYLOTT. Witnesses:

L. H. HARRIMAN, H. B. DAVIS.

